Vehicular body assembly locking apparatus and method

ABSTRACT

A vehicle body positioning and locking devices for use in assembling a vehicle body positioned on a movable vehicle support positioned at a vehicle build station. The locking device includes a remote vehicle locking device for selectively securing and locking a vehicle body to a support pallet. The support pallet is accurately and precisely positioned at a build station through alignment and inserting engagement of locating pads in at least one four-way and at least one two way receiver mounted to a build station foundation. A compliant body clamp design is included to provide a desired clamping force between the pallet and a vehicle body across a range of motion of the body clamp to accommodate vehicle build variances.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present continuation-in-part application claims priority benefit toU.S. utility patent application Ser. No. 12/969,084 filed Dec. 15, 2010which claims priority to U.S. provisional patent application Ser. No.61/286,428 filed Dec. 15, 2009 the entire contents of both applicationsare incorporated herein by reference.

TECHNICAL FIELD

The inventive devices and methods are in the general field ofmanufacture and assembly.

BACKGROUND

Increasing emphasis is placed on the accuracy and precision inmanufacturing and assembly process, particularly in the field ofpassenger vehicles. Demand for higher volumes of vehicles and efficientmanufacturing and assembly of such vehicles has also increased furtherstraining the objectives of accuracy, precision and quality of the endproduct.

In the assembly of passenger vehicles, the building block is theskeletal body, still often made of formed sheet steel components andsubassemblies. Modern assembly plants require hundreds of sequentialbuild stations positioned along a progressive assembly line. As thevehicle body is built, it is essential that the vehicle body beaccurately and precisely positioned at each individual assembly stationso the robots or human operators can accurately and precisely positionand mount the components or subassemblies at each station.

Transporting and positioning the vehicle body has been accomplished inmany ways. A preferred way is by a moving pallet that has pillars orrisers, typically four or six to a pallet, which the skeletal body ispositioned and sits atop of as it moves from station to station on thepallet. In order to achieve a predictable and accurate placement of thevehicle body at any one sequential build station, the skeletal vehiclebody must first be fixedly positioned to the pallet and then second, thepallet and secured vehicle body, positioned in the predeterminedthree-dimensional location at a particular build station so that theassembly operations at that station can be carried out. To the extentthat a vehicle body must be removed from the pallet at various pointsalong an assembly line, for example, transfer to another pallet forfurther processing along another assembly line, it is advantageous forthe vehicle body to be unlocked or unsecured from the pallet and removedfrom the pallet.

Various systems and operations for securing a vehicle body to a palletand locating a pallet at sequential build stations have been proposed.One example is the Single Geometry Palletized Framing System describedand illustrated in U.S. patent application Ser. No. 12/257,922 assignedto Comau, Inc., assignee of the present invention, the entire contentsof which are incorporated herein by reference.

A disadvantage in prior systems has involved complex hydraulic,pneumatic and other mechanisms secured aboard the moving pallet whichfixedly secure and unsecure, as desired, the vehicle body to the palletalong the path of assembly. These systems require additional componentsto be added to the pallet and moved along with the pallet throughout theassembly process.

It would be advantageous to improve upon prior systems which secure avehicle body to a pallet or structure that is moved along an assemblyline and to accurately position the pallet and secured body at vehiclebuild stations. It would be advantageous to have a remote system forselective securing or locking the vehicle body to the pallet which doesnot require pneumatic or hydraulic mechanisms to actuate components onthe pallet to secure the body. It would further be advantageous todesign alternate methods for locating and securing the pallet at vehiclestations to better accommodate particular vehicle builds and bodystyles.

SUMMARY

The present invention includes devices and methods which selectivelysecure a vehicle body to a movable structure, for example a pallet orplatform, that supports the vehicle body as the vehicle is sequentiallyassembled along an assembly path. In one example, one or more servomotors are fixed in place at selected build stations. The servo motorsinclude a crank shaft which is selectively rotated about an axis orrotation. The movable vehicle body support or pallet includes a bodylocking mechanism which includes a locking arm and linkage housed in ahollow pillar or riser that supports the vehicle body. When the palletis moved into a particular process or work station, the pallet isaligned with the motor crank arm such that on rotation of the motor, thecrank arm comes into contact and rotates a locking arm which moves thelinkage to articulate the body clamp or hook to engage the vehicle bodyand temporarily lock the vehicle body to the pallet. In one example ofthe body clamp hook, the linkage connecting the hook to the crank armincludes a compliance member which accommodates build variances andthickness of the sheet metal body to be clamped to maintain positive andrepeatable clamping pressure.

In one example, the locking arm is positioned on the top surface of across member secured to the pallet. The locking arm is connected to acrank body having an offset crank pin engaged with an elbow of thelocking assembly. On rotation of the locking arm, for example 180degrees, the crank pin is rotated thereby raising a rod positioned inthe hollow pillar to articulate the hook through a first portion of apath of travel to raise and position the hook in a raised or openposition thereby positioning the hook inside of a hollow locating pinpositioned atop the body supporting pillar. In this open position, thevehicle body can be freely installed or removed from the locating pinson the pallet.

To engage and lock the vehicle body to the pallet, the servo motor isreversed in direction and rotates, for example 180 degrees, the lockingarm in the opposite direction. This reversal moves the hook through asecond portion of the path of travel pulling the hook downward andthereby exposing a portion of the hook outside of the locating pintoward an adjacent portion of the vehicle body to be engaged, forexample an exposed flange or hole in a vehicle body component. Oncompletion of rotation of the locking arm back to its original position,the hook engages the portion of the body forcing it downward toward thelocating pin and pallet so the vehicle body is secured or locked to thepallet substantially preventing movement of the body with respect to thepallet. To unlock the locking mechanism and remove the body from thepallet, the locking arm is again rotated to an open position disengagingthe body clamp or hook from the vehicle body.

In one example of a method of locking the body to the pallet, the palleton entering a build station may be lowered in a vertical direction toalign the servo motor crank shaft with the locking arm. In anotherexample, the servo motor, and structure associated therewith, may berepositioned along the assembly line to align with the pallet andlocking arm once the pallet is positioned in the station.

The invention also includes a device and method for accurately andprecisely positioning the pallet, or other structure supporting thevehicle body, at a particular build station so additional build andassembly operations can be performed. In one example, several fixedstanchions are used having either a four or two-way receivers. Therespective receivers are vertically positioned below predeterminedpositions under a pallet once the pallet is generally positioned at awork station. In one example, the pallet is lowered and locator padsmounted on the pallet are guided by rollers in the receives to guide andaccurately position the pallet in all three dimensions. This providesfor an efficient and precise positioning of the pallet and secured bodystructure thereon.

In an example of positioning the pallet in a build station and lockingthe selectively locking the vehicle body to the pallet at the buildstation, the pallet is generally positioned in the build station. If thevehicle body is not already positioned on the pallet, the body isinstalled on the pallet. The pallet is repositioned, for examplelowered, such that locator pads are guided and positioned into one ormore receivers which automatically adjust the X and Y dimensionalpositions of the pallet as the locators come to rest in the receiveswhich support the pallet and thereby position the pallet in theZ-direction as well.

In an alternate example, the build station and pallet are structured andoriented to receive and dimensionally locate the pallet in the X, Y andZ dimensions through an alternate pallet positioning system such as, forexample, the system disclosed in the Single Geometry Palletized FramingSystem described and illustrated in U.S. patent application Ser. No.12/257,922 assigned to Comau, Inc., assignee of the present invention,the entire contents of which are incorporated herein by reference.

Once the pallet is positioned in a predetermined orientation, thevehicle body is secured and locked in place on the pallet throughalignment of the locking motor crankshaft with a locking arm resident onthe pallet. On engagement of the motor, the crankshaft rotates thelocking arm and through linkage on the crossmember and hollow pillar,articulates a hook connector to engage the vehicle body securelymounting the vehicle body to the pallet. On completion of the buildoperation, the locking system can be reversed or may remain engaged sothe vehicle body can remain secured through sequential build stationsand until such time as the body requires removal from the pallet as acompleted vehicle or for transfer to another assembly line for furtherprocessing.

Other applications of the present invention will become apparent tothose skilled in the art when the following description of the best modecontemplated for practicing the invention is read in conjunction withthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying drawingswherein like reference numerals refer to like parts throughout theseveral views, and wherein:

FIG. 1 is a perspective view of an example of the inventive vehicularbody assembly pallet apparatus (vehicular body not shown);

FIG. 2 is a perspective view of the pallet in FIG. 1 positioned at aframing station and further illustrating examples of a roller transportand framer foundation usable with the pallet;

FIG. 3 is an end view of the pallet in FIG. 1 looking upstream along theassembly line;

FIG. 4 is an enlarged elevational view of a portion of the pallet shownin FIG. 3;

FIG. 5 is a perspective view of an example of a pallet receiver forreceipt of a portion of the pallet shown in FIG. 1;

FIG. 6 is a schematic side view of the pallet receiver in FIG. 5 withthe pallet engaged with the receiver;

FIG. 7 is a partial perspective view of a portion of the pallet shown inFIG. 1 illustrating examples of an alternate pallet receiver and alocking assembly;

FIG. 8 is schematic partial perspective view of an alternate example ofthe pallet, pallet receiver and locking assembly shown in FIG. 6;

FIG. 9 is a partial side view of the pallet shown in FIG. 8;

FIG. 10 is an alternate partial perspective view of the pallet shown inFIG. 6 from the underside of the pallet;

FIG. 11 is a partial perspective view of an example of a pillar shown inFIG. 1; and

FIG. 12 is a partial schematic perspective view of an alternate exampleof a locking assembly;

FIG. 13 is an alternate partial schematic perspective view of thelocking assembly in FIG. 12;

FIG. 14 is a side view of the example locking assembly shown in FIG. 12;

FIG. 15 is an exploded view of a portion of the locking assembly shownin FIG. 12;

FIG. 16 is a schematic side view of one example of a hook connectorusable with the locking assembly shown in FIG. 12;

FIG. 17 is an alternate hook connector usable with the locking assemblyshown in FIG. 12;

FIG. 18 is a schematic flow chart of an example of the method steps ofthe present inventive method;

FIG. 19 is a schematic flow chart of an example of the method steps forremotely locking the vehicle body to a pallet or other vehicle bodysupport;

FIG. 20 is a schematic view of an alternate example shown in FIG. 17illustrating an example of compliance device connected to the hook;

FIG. 21 is an enlarged schematic view of a portion of FIG. 20 showingthe compliance device; and

FIG. 22 is a cross-sectional view taken along line 22-22 in FIG. 20

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

Examples of the inventive vehicular body assembly pallet system andvehicle body locking mechanism 10 and methods are illustrated in FIGS.1-22. Referring to FIGS. 1, 2 and 3, a pallet 10 is positioned along aproduction assembly line 12 and passes through vehicular body framingstation area 14 used for welding together loosely assembled vehicularsheet metal body components forming a vehicular body 11 as shown in FIG.3.

As best seen in FIGS. 2 and 3, in one example, body pallet 10 having avehicular body shell thereon is typically initially positioned atop aroller transport device 18 which travels down production line 12 throughframing station 14. On reaching framing station 14, roller transport 18is secured into position over a body framer foundation structure 20which is mounted to the factory floor or other ground support throughmounts 24.

Once in position, foundation 20 includes a lowering mechanism 26 whichlowers the pallet 10 in a downward or along a Z-directional axis untilpallet 10 engages and comes to rest on stanchions 16, described in moredetail below, which form a part of foundation 20. Assembly and otherwelding operations are conducted in the framing station 14 on thevehicular body. Once the assembly and welding operations in framingstation 14 are complete, the lowering mechanism 26 is raised and thepallet along with the roller transport 18 is moved down the productionline 12 out of framer 14 for further assembly operations. Although aspecific roller transport device 18 and framer foundation 20 are shown,other transport and framer foundation devices known by those skilled inthe art may be used.

Referring to FIGS. 1 and 3, in one example of pallet 10, pallet 10includes a pair of longitudinal rails 30 which are positionedsubstantially parallel to one another and are oriented in a directionalong production line 12. In the example illustrated, rails 30 are of adual-wall, I-beam cross-sectional shape having a top surface 34 and anopposing bottom surface 38 separated by a central wall 40 as best seenin FIG. 1. As shown top surface 34 extend outwardly in a directiontransverse to production line 12 beyond central wall 40 forming an upperflange 42. Rails 30 are preferably made from rigid steel, but may bemade from other materials, take other forms, and may number greater orlesser than the pair shown to suit the application as known by thoseskilled in the art.

In the example illustrated, pallet 10 includes a plurality of lateralsupport beams 50 (five beams shown in FIG. 1) which span between rails30 and rigidly connect thereto.

As best seen in FIGS. 1 and 3, in the example illustrated, pallet 10includes several cross-members 60 (three shown). In a preferred example,cross-members 60 span between rails 30 substantially transverse to theproduction line 12 as generally shown. Cross members 60 each include afirst end 64 and an opposed second end 68 defining a length 70 as bestseen in FIG. 3. As shown in FIGS. 1, 7 and 8, at least one of the first64 and second 68 ends include extensions 72 extending outward and definea relief opening 76 in communication with a hollow portion 78 leading toa through aperture 85 as best seen in FIG. 10.

As shown in FIGS. 1, 7 and 10, cross-members 60 further includes a topsurface 80 and an opposing bottom surface 84. In a preferred example,cross-members 60 are generally rectangular in cross-section and includelarge through openings to reduce weight and provide clearances forassembly operations were needed. Cross-members 60 are preferably madefrom solid steel plate but may be made from alternate materials and takeother forms and spatial orientations with respect to rails 30 to suitthe particular application known by those skilled in the art.

As best shown in FIGS. 3, 7 and 10, pallet 10 further includes a locatorpad 86 securely connected to each cross-member 60 bottom surface 84adjacent the first end 64 and second end 68. In a preferred example,locator pad 86 is cylindrically-shaped having a circumference 90 and aheight 92 extending downward in a Z-direction. In a preferred example,locator pads 86 are made from solid steel but may be made from othermaterials and take other forms to suit the particular application asknown by those skilled in the art. In an alternate example, locator pads86 may be located in positions on the pallet 10 that are not on thecrossmembers 60 to suit the particular application and performancespecification.

As shown in FIGS. 1, 2 and 3, pallet 10 further includes a plurality ofpillars 96 (six shown) for use in directly engaging and supporting thevehicular body 11 at predetermined points designed in the vehicular bodypanels. In a preferred example, pillars 96 are positioned on the topsurface 80 of a respective cross-member 60 and rigidly secured byfasteners (not shown) or by other means known to those skilled in theart.

As best seen in FIGS. 7, 10 and 11, each pillar 96 includes an exteriorhousing 98 having a hollow center portion 102 ending in a locator pinassembly 100. A vehicle body clamp or hook 106 extends outwardly fromthe pillar hollow portion 102 and serves to physically clamp andtemporarily secure the vehicle body 11 to pallet to and framerfoundation 20 while the pallet 10 remains in the framing station 14 aswill be described further below. Pillars 96 can be 2-way directional,4-way directional or fixed positioned pins to suit the particularapplication as known by those skilled in the art.

As shown in FIGS. 1, 3, 4-7 and 10 several examples of pallet receivers110 are shown for use in pallet system 10. Referring to FIGS. 3 and 5,pallet receives 110 are positioned on stanchions 16 and verticallyaligned under each of the first end 64 and second end 68 of eachcross-member 60, and more particularly under a respective locator pad 86as best seen in FIG. 4. Pallet receives 110 are used for engagement,support and directional positioning of the pallet 10 with respect to theframer foundation 20 on the lowering of pallet 10 by the loweringmechanism 26 as previously described.

Referring to FIGS. 5 and 6, a preferred example of a 4-way directionalpallet receiver 114 is illustrated. Pallet receive 114 includes areceiver base 116 having a socket base 118 secured thereto. Socket base118 defines a circular-shaped socket 120 for the receipt and engagementof a vertical support 124. In a preferred example, vertical support 124is in the form of a solid sphere or ball that is captured by socketwhile allowing omni-directional movement of the support 124 whilemaintaining its position relative to stanchion 16 and framer foundation20. Vertical support 124 further provides a dimensionally-fixed supportpoint in the vertical or Z direction on application of downward force onsupport 124 while simultaneously allowing free movement in the X-Y planein all directions parallel or transverse to the production line 12.Vertical support 124 in the form of a sphere or ball may be made fromsolid steel hardened for increased wear characteristics. Othermaterials, geometric shapes and orientations known by those skilled inthe art may be used.

Exemplary receiver 114 further includes roller housing 130 extendingabove socket base 118 and defining a cavity 132 as generally shown. Inthe 4-way receiver as shown, housing 130 defines four openings 132 forreceipt of four vertically-oriented rollers. In the example, the fourrollers include two rigid rollers 136 and two compression rollers 150.Each of the rigid 136 and compression 150 rollers are able to rotateabout a respective axis of rotation 140 with respect to the rollerhousing 130.

Each of the rigid rollers 136 includes a linearly fixed contact point156 which is defined as the inner most surface or point about the outercircumference of each roller that extends into cavity 132 along either arespective first roller axis 164 or second roller axis 170. Each of thetwo exemplary compression rollers 150 further includes a compressioncontact point 158 similarly extending into cavity 132 along therespective first 164 or second 170 roller axes. The circumferentialdistance between the four roller contact points 156 and 158 is slightlysmaller in distance than the locator pad 86 outer circumference 90thereby creating an predetermined interference fit between the fourrollers 136, 150 when the locating pad is positioned in the locatorreceiver 114 cavity 132 between the rollers as best seen in FIG. 6further discussed below.

In the preferred example, rigid rollers 136 are made from hardened steelincluding an internal bearing (not shown) and are substantially radiallyincompressible along the respective first 164 and second 170 axes. Theroller housing 130 prevents movement of the rigid rollers 136 in theother dimensional directions while permitting rotation of the rollersabout their respective axis of rotation 140. The compression rollers 150are preferably molded from durable urethane and exhibit resilientcompression properties between the contact point 158 and the axis ofrotation 140 (or bearing not shown). Other materials including polymers,elastomers and other materials known by those skilled in the art may beused. It is further understood that the number and respectivepositioning of the four-way receiver locators 114 and two-way receiverlocators 180 may vary in any one receiver 110 to meet the particularapplication as known by those skilled in the art.

As best shown in FIG. 6, on vertically lowering of pallet 10 towardframing foundation 20, the cross-member 60 locator pads 86 are forciblypositioned into the respective locator receiver 110, illustrated as afour-way locator 114, down into cavity 132 until the bottom surface oflocator pad 86 abuts the vertical locator 124 preventing furtherdownward vertical movement of the pallet 10. Due to the predeterminedinterference fit, namely the locator pad circumference 90 being largerthan the roller contact points 156, 158, the two compression rollers150, slightly compress or yield in the area of contact (shown inphantom) with locator pad 86 and provide a reactive force in theopposite direction along the respective first axis 164 or second axis170 (illustrated) toward the respective opposing fixed roller 136thereby forcing movement of the locator pad 86 and the pallet 10 in bothaxial directions toward the fixed rollers 136. From an assembly anddimensional tolerance perspective, this forcible movement of the pallet10 against the positionally fixed rollers 136 in both the X and Ydirections, enables a substantially zero, or zero, assembly or buildtolerance or tolerance stack-up at that point which is an importantadvantage over prior systems. This assembly and dimensional accuracy andprecision translates to the pillars 96 and the vehicular body 11providing for increased accuracy and precision of assembly and weldingof the vehicular body components which carries through to all othercomponents that are subsequently attached to the sheet metal vehicularbody 11.

Although not illustrated in detail, the exemplary four-way locatorreceiver 114, can be in the form of a two-way locator 180 which includesa single fixed roller 136 and an opposing compression roller 150positioned across cavity 132 in an alternate housing and in alignmentalong a first 164 or second 170 roller axis depending on theapplication. In this example, the locator pad 86 would similarly bepositioned between rollers causing compression of the compression rollerand responsive reactive force forcing the locator pad 86 in a directiontoward the opposing fixed roller 136 as previously described.

Although also not illustrated in detail, locator receiver 110 can takethe form of a simple vertical or Z-direction receiver 186 which providesno dimensional locating properties in directions parallel to, ortransverse to, production line 12. Referring to FIG. 5, such a Z orvertical direction receiver can be in the form of a receiver base 116,socket base 118 and vertical support ball or sphere 124. In use, onlowering of pallet 10 and locator pad 86 onto this form of receiver,only support (or resistance to movement) is provided in the vertical orZ-direction.

An exemplary and preferred use of a combination of four-way receiverlocators 114, two-way receiver locators 180 and vertical receiverlocators 186 described above is shown in FIG. 1. As shown in FIG. 1,pallet 10 when lowered and until it is no longer supported by the rollertransport 18, rests and is engaged by a combination of the four-way 114and two-way 180 locators, through the fixed 136 and compression rollers150 and vertical support balls 124, and vertical receiver locators 186as previously described. As described, such four-way 114 and two-wayreceiver locators 180 are selectively positioned directly below thecross-members 160 and locator pads 186. In the example illustrated, onefour-way receiver locator 114 is used in combination with three, two-wayreceiver locators 180 and two Z-direction locators 186 to support thesix ends of the three cross-members 60 illustrated. FIG. 1 further showsfour additional support points of pallet 110 adjacent the distal ends orrails 30 by additional Z-direction receiver locators 186. Thiscombination has been found to provide substantial advantages in thesubstantially zero, or zero, dimensional tolerance characteristics asdescribed above. Other combinations of four-way 114, two-way 180 andvertical receiver locators 186 to suit the particular application knownby those skilled in the art may be used.

Referring to FIGS. 4 and 7, an alternate example of pallet receiver 110is illustrated. In the example, a four-way receiver locator 114 uses acluster of four fixed rollers 136 similar in construction and operationas the preferred example shown in FIG. 5 and described above. In theexample, an alternate vertical support 190 is used in place of thespherical ball vertical support 124 illustrated in FIG. 5. In theexample, vertical support 190 is a rectangular-shaped block that isrigidly fixedly secured to housing 130 but serves the same purpose toprovide a fixed stop in the vertical direction to support locator pad 86and pallet 10. In the example, the fixed contact points 156 defineddefining a circumference is slightly larger than the circumference ofthe locator pad 86 circumference 90 as no compression rollers are usednegating use of a purposeful interference fit like the example shown inFIG. 5. The exemplary cluster of fixed rollers 136 still provides animprovement in accuracy and precision in positively positioning pallet10 and vehicular body 11 with respect to framer foundation 20 over priordesigns.

In an alternate example of pallet receiver 110, not illustrated, a pinand bushing design is employed. In the example, a locating pin isaffixed to either the cross-member 60 or connected to stanchion 16 andseats inside the receiver or bushing on the opposing piece to positionthe pallet with respect to the framer foundation 20.

Referring to FIGS. 7-10 one example of a remote vehicular body lockingclamping mechanism 200 for the vehicular body assembly pallet isillustrated. Referring to FIGS. 7-9, an electric motor 206 is mounted toa portion of the framer foundation structure 20 and includes arotatable, variable direction output crankshaft 210 which extendstransverse to production line 12. Shaft 210 extends to a length thatspans the distance between framer foundation 20 and where pallet 10cross-members 60 pass through along the production line 12, but do notextend to contact or interfere with cross-member 60 extensions 72 asbest seen in FIGS. 8 and 9.

Connected to the end of shaft 210 is a link 212 that in the positionshown extends beyond the bottom surface 84 of cross-member 60 as bestseen in FIG. 9. The length of link 212 is such that on a rotation aboutthe rotational axis of shaft 210, link 212 stays within the width ofrelief 76 defined by cross-member extensions 72 as best seen in FIG. 8.

A crank arm 216 is connected to the distal end of link 212 and furtherextends transverse to production line 12 and underneath bottom surface84 of cross-member 60. In the position illustrated, shaft 210, link 212and arm 216 do not intersect or interfere with the passage of pallet 10and cross-members 60 as pallet 10 travels along production line 12through framing station 14. In a preferred example, electric motor 206is an electric servo motor and shaft 210, link 212 and arm 216 are madeof steel. Other materials, combinations and orientations of thesecomponents to suit the particular application

Referring to FIGS. 7 and 8, pallet system 10 includes a lockingactuation arm 226 connected to an axle 230 extending outwardly fromcross-members 60 into relief 76 but does not extend outwardly beyondextensions 72 as best seen in FIG. 9. In a preferred example, actuationarm 226 is positioned in substantial axial alignment with shaft 210 ofelectric motor 200 as generally illustrated. The length of actuation armis consistent with the length of arm 216 such that when electric motor206 is activated, arm 216 on sufficient rotation, will contact actuationor locking arm 226 to rotate actuation arm 226. Since electric motor 206may turn shaft 210 in either direction, the direction of rotation of arm226 is dependent on the direction of rotation of arm 210.

Axle 230 laterally extends through hollow portion 78 of cross member 60to through aperture 85 as best seen in FIG. 10. At the distal end ofshaft 230 adjacent to aperture 85 is a elbow 232 connected to a clamplinkage 236 leading to body clamp or hook 106 as best seen in FIGS. 10and 11.

In operation, electric motor 206 is activated to rotate shaft 210 within turn rotates link 212, crank arm 216 which contacts and forciblyrotates locking arm 226. Through rotation of axle 230, linkage 236 ismanipulated to articulate body clamp 106 to clamp body 11 to the pillars96 and to pallet 10 to avoid unwanted movement of body 11 duringoperations in the frame station 14. Although described as an electricmotor 206, other mechanisms known by those skilled in the field may beused which provide selective rotation of a crankshaft to engage lockingarm 226 and articulate body clamp 106 as described. Such systems can bepowered by pneumatic, hydraulic or other systems depending on the plantenvironment and performance specifications required for a particularapplication.

Referring to FIGS. 12-17, an alternate example of a remote vehicularbody locking clamp mechanism 300 for the vehicular body assembly palletis illustrated. Similar components from the prior example may haveretained the same number or a new number may be assigned for clarity ofexplanation and illustration only. Referring to FIGS. 12-14, an actuator306, shown in an exemplary form of an electric servo motor 306 having apower source 308, is mounted to a portion of the framer foundationstructure or a build station (not shown), for example a structural rail309 positioned along an assembly line path of travel. In the exampleshown, motor 306 is positioned outboard of rail 309 out of the path ofpallet 10.

In the example shown, motor 306 includes a rotatable, variable directionoutput crankshaft 310 which extends transverse to production line 12(shown in FIG. 1). As best seen in FIG. 14, shaft 310 extends to alength that spans the distance between framer foundation 20 and wherepallet 10 cross-members 60 pass through along the production line 12,but do not extend to contact or interfere with cross-member 60 as itpasses through the build station along assembly line 12. In an alternateexample not shown, motor 306 and crankshaft 310 may be movable withrespect to pallet 10 once the pallet is positioned in the build stationto align the motor and related components described below to avoidpotential collision with the pallet 10 as it is moved in and out of thebuild station.

Connected to the end of shaft 310 is a link 312 connected to thecrankshaft 310 as best seen in FIG. 14. As best seen in FIG. 14, a crankarm 316 is connected to link 312 and further extends transverse toproduction line 12 and underneath the immediate structure connected tocrossmember 60. In the position illustrated, shaft 310, link 312 and arm316 do not intersect or interfere with the passage of pallet 10 andcross-members 60 as pallet 10 travels along production line 12 throughframing station 14. It is understood that shaft 310, link 312 and arm316 may be positioned and oriented in a relief 76 in crossmember 60 asdescribed in the previous example. The components and materials used maybe the same as the prior locking assembly example or different to suitthe particular application or performance specification. For example,although actuator 306, crank arm 316 and locking arm 326 are shown asrotatable members, it is contemplated that a linear actuator 306 may beused to linearly move locking arm 326 to move and articulate the linkageconnected thereto to articulate hook 380 in a manner described. Othermechanisms to force movement of the locking assembly in the mannerdescribed may be used as known by those skilled in the art.

As best seen in exemplary FIGS. 13-15 locking system 300 includes alocking or actuation arm 326 connected to an axle 330 positioned on theupper surface of crossmember 60. In the example, locking arm 326 extendsoutwardly from cross-member 60 above relief 76 but does not extendoutwardly beyond extensions 72 as best seen in FIG. 13. In an alternateexample shown in FIG. 14, locking arm 326 may extend outwardly beyondthe end of crossmember 60. In a preferred example, locking arm 326 ispositioned in substantial axial alignment with shaft 310 of motor 306 asgenerally illustrated. The length of actuation arm 326 is consistentwith the length of arm 316 such that when motor 306 is activated, crankarm 316 on sufficient rotation, will contact actuation or locking arm326 to rotate actuation arm 326. Since motor 306 may turn shaft 310 ineither direction, the direction of rotation of arm 326 is dependent onthe direction of rotation of arm 310.

In the example shown, locking system 300 includes an awning protectivecover or housing 322 which spans and partially surrounds the rotationalor radial path of locking arm 326 as best seen in FIG. 13. In apreferred example shown in FIG. 15, a bearing 328 is positioned andconnected to the housing for receipt of the outboard end of axle tosupport the axle end and permit free rotation. Axle 330 laterallyextends through hollow portion or cylindrical protective sleeve 331allowing rotation of axle 330 inside the sleeve as best seen in FIG. 15.

As best seen in FIGS. 12, 13 and 15, locking assembly 300 furtherincludes a bushing 346 mounted in cylindrical hub 340 connected to thecrossmember 60. Hub 340 may be an integral part of the pillar 96 or thecrossmember 60 or may be a separate component connected thereto.

In the example shown, locking assembly 300 further includes a crankbody350 having a first end 354 and a second end 356. At the outboard orfirst end 354, crankbody 350 is connected to the axle 330 by a pin 352and positioned partially inside bushing 346 in an operative position. Atthe inboard or second end 356, crankbody 350 includes a crank pin 360positioned axially below the longitudinal and rotational axis of axle330 and crankbody 350 as best seen in FIGS. 14 and 15. Crank pin 360 isreceived by a spherical bearing (not shown) positioned inside elbow 332as best seen in FIG. 14.

In the example shown, elbow 232 connected to a clamp linkage 336including a substantially vertical rod 364 extending upward through thehollow pillar 96 as best seen in FIGS. 11 and 14. Rod 364 has left andright hand threaded nuts at opposing ends allowing the length of the rodto be adjusted to suit the particular application.

As best seen in FIGS. 15-17, locking system 300 includes a clevis 370connected to the upper end of rod 364. Clevis 370 is shaped and orientedto receive and connect to a body clamp 106 or hook 380 through a pin374. As best seen in FIG. 11, clevis 370 and hook 106/370 are housedwithin hollow locating pin body 100 as generally shown.

As best seen in FIGS. 15-17, in a preferred example, body clamp or hook380 is connected with one or two cam pins 390 and 394 shown in FIGS. 15and 16 respectively. Cam pins 390 and or 394 are positioned inrespective slots 398 in the respective and coordinating walls of hookbody 386 and locating pin body 100 (not shown). The number of cam pinsand the shape and orientation of the slots 398 may be varied dependingon the articulation needed from the hook 106/380 to engage the body 11.

As best seen in FIGS. 16 and 17, in a preferred example, hook 380includes two two postions defining a path of travel having first andsecond portions. In a first or open position (shown in phantom), thehook 380 travels along a first portion of the path of travel to a raisedposition inside the hollow locating pin 100. In this first or openposition, the hook 380 is completely or substantially positioned insidelocating pin 100 with no portion of the hook extending outside or beyonda perimeter of locating pin 100. A second or closed position is alsoillustrated (solid line). In this position, the hook 380 moves along thesecond portion of the path of travel and is pulled and forced in adownward direction from the first or open position. Through articulationof the hook through the second portion of the path of travel, the hookmoves downward thereby exposing a portion of the hook outside of theperimeter of locator pin 100 to engage a portion of the adjacent vehiclebody (not shown) to force and lock the vehicle body 11 to the locatingpin(s) 100 and pallet 10.

Referring to FIGS. 20-22, an alternate example of locking system 300 isillustrated. Similar components from the prior example may have retainedthe same number or a new number may be assigned for clarity ofexplanation and illustration only. In the above described examples, hook380 is designed to stop short or leave a gap 382 in order to provide apredetermined space or clearance for a thickness (or thicknesses) ofsheet metal of the vehicle body to be positioned under the hook and forclamping pressure to be applied. In the above example, gap 382 could beadjusted through the linkage 336 to vary the hook 380 position when at asecond position of travel to engage the vehicle body. Once gap 382 wasset, the gap 382 remained at that predetermined gap setting. In theevent that build variances occur, for example the thickness of thevehicle body sheet metal in the area to be clamped ran thin, this couldcause a reduction in the clamping force by the hook 380. Likewise, ifthe sheet metal ran thick, undesirable high clamping pressure mayapplied or the hook 380 may not be able to achieve the designed secondposition affecting the designed-in over-center, locking feature.

In the examples shown in FIGS. 20-22 an example of a compliance device500 is used to permit the hook 380 to apply the predetermined clampingforce (or within a range of acceptable clamping force) on the vehiclebody 11 sheet metal despite build or material variances. In the example,compliance device 500 includes a biasing member 520 supported by a base526 which is positioned within clevis 540 concentrically around rod 364as generally shown. In the example shown in FIGS. 21 and 22, biasingmember 520 is a helical compression die spring positioned concentricallyaround rod 364 and having a predetermined spring constant. Biasingmember 520 is positioned between the base 526 and a cap 522 positionedopposite the base 526.

As best seen in FIG. 22, base 526 is supported within the clevis 540 andin abutting engagement with a locking ring 536 rigidly connected to theclevis 540. A nut 530 and lock nut 531 is threaded onto a threaded endportion 366 of rod 364 to constrain and initially set the compressionand permissible travel of biasing member 520 inside clevis 540. Theclevis 540 is connected to the hook 380 through a pin 396.

In an exemplary operation where a vehicle body is positioned on locatingpins 100 and it is desired for the hook to engage the vehicle body 11,the locking arm 226 is rotated thereby moving rod 364 downward asshowing in FIG. 22. This begins movement of hook 380 along the path oftravel from a first position concealed in the locating pin 100 (shown inphantom in FIG. 17) toward the second position shown for example in FIG.17 (shown in solid line). On the hook 380 encountering the surface ofthe vehicle body 11 sheet metal positioned under the hook 380, theresistive force of the sheet metal stops vertical movement of the hook380 and therefore, pin 396 and clevis 540 as well. Continued downwardmovement of rod 364 begins to downwardly compress biasing member 520against base 526 to apply a compressive force of hook 380 on the sheetmetal regardless of build variance or thickness variance of the sheetmetal. The compressive force increases on continued downward movement ofthe rod 364 until the locking arm 226 reaches its predetermined rotationpoint thereby locking the hook in place, for example an overcenterposition or hard mechanical stop, which also achieves a predeterminedclamping force applied by the hook 380. Due to the allowable compressionof biasing member 520, the hook 380 can achieve the desired clampingforce on the sheet metal body despite variance of the thickness ofmaterial positioned in the gap 382 or build variances. In one example,the range of effectiveness of the compliance device 500 is 3 millimeters(mm). That is, the compliance device 500 allows the hook 380 to applysubstantially the desired clamping force over a range of 3 millimetersin gap 382.

It is understood that compliance device 500 may take different formsother than the example shown. Although biasing member 520 is shown as acompressive, coil die spring, other biasing or compression members knownby those skilled in the art may be used. It is also understood thatdifferent configurations of device 500 may be used without deviatingfrom the invention. Further, although a preferred compliance range of 3millimeters is disclosed, other ranges known by those skilled in the artmay be used.

In operation, for example to position the hook 380 in an open position,electric motor 306 is activated to rotate shaft 310 with in turn rotateslink 312, crank arm 316 which contacts and forcibly rotates locking arm326. In one example, locking arm 326 is rotated 180 degrees. Throughrotation of axle 330, off-center crank pin 360 pushes up rod 364. Clevis370 and associated cam pins 390/394 move in slots 398 to articulate hook380 toward a first or open position as described above and shown inphantom lines in FIGS. 16 and 17. In this position, the hook ispositioned completely or substantially inside locator pin 100.

Where it is desired to engage and lock body 11 to the pallet 10, motor306 is reversed in direction thereby rotating locking arm 326 in theopposite direction moving the hook along a second portion of the path oftravel toward a second or closed position thereby engaging the vehiclebody as described above.

In one example, the motor 306 may stop when hook 380 has maneuvered tothe desired location and come and/or placed into abutting and engagingcontact with the body to lock the hook, and thereby the vehicle body 11to the pillars 96 and pallet 10 until such time as it is desired tounlock or unsecure the body 11 from the pallet. It is contemplated thata detent, overcenter or locked position of locking arm 326 may be used(not shown) such that continued force or pressure from the motor 306 andcrank arm 316 is not needed to keep the hook 380 in locking engagementwith the body.

Referring to FIGS. 1-19, schematically summarized in FIGS. 18 and 19, anexample of a method of operation of the vehicular body pallet andvehicle body locking apparatus and method for assembling a vehicle bodyusing the same begins with the step 250 of positioning a vehicular body11 on pallet 10 pillars 96.

Referring to FIG. 18, step 260 includes translating pallet 10 and body11 along production line 12 and into framing station 14.

Once pallet 10 is positioned in framing station 14, step 270 includeslowering or otherwise repositioning pallet 10 to transfer verticalpallet support from the roller transport to the framing foundation. Step280 includes engaging the pallet locator pads 86 with pallet receivers.In an alternate step not shown, the pallet 10 is positioned throughengaging one or more of the pillars 96 with locators connected to thebuild station foundation or movable gates that are moved to position thelocators next to the assembly line and pallet 10. Using a combination offour-way and two-way locators to engage selected portions of therespective pillars, the pallet is repositioned (if necessary) in the Xand Y directions through engagement with the pillars 96 instead ofthrough use of the locator pads 86 or pallet receivers 110/114. Thisalternate process step is described and illustrated in the SingleGeometry Palletized Framing System in U.S. patent application Ser. No.12/257,922 assigned to Comau, Inc., assignee of the present invention,the entire contents of which are incorporated herein by reference.

In an alternate additional step 290, forcibly compressing one or morelocating pads 86 against at least one fixed roller for substantiallyzero dimensional tolerance positioning of the pallet 10 with respect tothe framing foundation 20.

In a final step 295, remotely engaging body 11 with a body clamp 106 tosecure the body 11 to the pallet 10 and framer foundation 20 forprocessing of the body 11 in the framing station 14.

Referring to FIG. 19, an example of a method for locking vehicle body 11to a pallet 10 (or other vehicle supporting device known by thoseskilled in the art), is schematically illustrated

In a preferred example, prior to installing vehicle body 11 onto thepallet pillars, step 400 includes aligning the remote crank arm 216/316with the actuating or locking arm 226/326 which is positioned on thepallet 10. In one example, the pallet 10 is transferred into a selectedbuild station which generally positions the pallet adjacent orientationwith motor 306. In an optional step 410, the structure supporting themotor 306 is moved relative to the pallet and locking arm 226/326 toalign the motor crank arm 216/316 such that on actuation of motor 306,the crank arm 216/316 comes in abutting contact with the locking arm226/326 to move linkage 346 and articulate the body clamp 106/380 toengage the vehicle body. Alternately, the locking arm 326 could be movedor repositioned on the pallet to align with the stationary motor 306 andcrank arm 316.

In step 420, once the crank arm 216/316 is aligned with the locking arm226/326, the motor (or other actuator) is selectively activated toactuate and articulate the body clamp 106/380 through a path of travel.In the examples shown where actuator 306 is an electric motor, in step430, motor 206/306 rotates crank arm 216/316 to engage and forciblyrotate locking arm 226/326. This in turn rotates axle 230/330. Due tothe offcenter nature of crank pin 360, elbow 232/332 is raised (orlowered depending on the direction of rotation of the axle) therebyactuating or raising body clamp/hook 106/380. If another actuator otherthan a rotating motor is used, for example a linear actuator, analternate step 430 is used.

In the preferred example shown, in step 440, hook 380 is first movedthrough a first portion of a path of travel to an open position. Asdescribed above, actuator 330 moves locking arm 326 thereby raising hook380 to be positioned inside locating pin 100.

In optional step 450 a vehicle body may then be installed on locatingpins 100 atop pillars 96 connected to pallet 10.

In step 460 the locking assembly moves hook 380 toward engaging body 11.In this step, actuator 306 is reversed in direction to move locking arm326 in an opposite direction thereby moving the hook 380 from a first oropen position to a second or closed position to engage and lock body 11to the pallet 10. Due to the predetermined use of one or more of campins 290/294 in preconfigured slots 300, the body clamp/hook 380 ismoved and articulated through a second portion of the path of traveldownward and outward from locating pin 100 so as to maneuver and engagevehicle body 11 to lock the body 11 to the locating pins, 100, pillars96 and pallet 10. For example, an exemplary body clamp 106 may be in theform of a hook 380 to reach into a hole in the vehicle body 11 sheetmetal and then be retracted downward so the hook end engaged a sheetmetal edge defining the hole. Other body clamp configurations other thana hook may be used to suit the particular vehicle body and application.

In step 465, the hook 380 engages vehicle body 11 and is positioned toapply a clamping force.

In optional step 470, the compliance device 500 is actuated throughcompression of biasing member 520 to apply a predetermined compressiveforce on the vehicle body over a range across gap 382 to accommodatevariances in the build and sheet metal thickness of vehicle body 11.

In step 475, the body clamp is locked to maintain the desired clampingforce on vehicle body 11.

In optional step 480, when the particular build or assembly operationsare completed at the framing or build station, the motor 206/306 isactivated to disengage and remove the crank arm 216/316 from alignmentwith locking arm 226/326 so that the motor and crank arm are removed andclearance provides so that the pallet 10 can be moved from the buildstation down the assembly line for further processing.

It is understood that the above method steps may be altered in order andin sequence as well as addition and alternate steps added to suit theparticular application as known by those skilled in the art.

In the pallet system 10 and method illustrated in FIGS. 1-11 and 18, itis a an advantage to have all of the key locating points positioned onthe cross members 60 as opposed to additional components, for examplerails 30 and/or lateral supports 50, as seen in prior designs. Thecross-members 60 in the inventive design include all of the locatingholes and attachment points for both of the locator pads 86, bothpillars 96 and the resident locator pins atop the pillars with engagebody 11, on a single component, cross-member 60. Having the holes andattachment points all on a single cross-member 60 allows for greateraccuracy and precision of locating these holes, attachment points andassociated critical components that the accuracy and precision of theentire pallet system 10 to greatly improve over prior art designs whichlocated such homes and important components on different componentsspanning across the entire body support platform thus introducing manymore dimensional variations eliminated by the present inventive designand method. Further, by locating the pillars 96 solely on the crossmembers 60, regardless of the width or spacing between the pillars 96which is typically dependent on the width or necessary locating pointson the body 11, the positioning and/or spacing of the pallet rails 30and other structural features of the pallet 10 can be standardized sothat the same basic pallet can be used across different vehicle bodylines with only having to change the cross-members 60 or repositioningthe pillars 96 on the existing cross-bars to accommodate differentvehicles. In the alternate pallet locating system described, it isfurther an advantage to locate the pallet 10 in the X and Y directionsoff of the pillars for substantially zero dimensional tolerancepositioning of the pallet.

In the inventive vehicle body locking structure and method, it is asignificant advantage to use a remote actuator, for example servo motor206/306, to actuate a passive mechanical linkage 346 to lock the vehiclebody 11 to the pallet 10 without the need for auxiliary power systems tobe mounted on, and travel with, the pallet 10.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiments but, on the contrary, is intended to cover variousmodifications and equivalent arrangements included within the spirit andscope of the appended claims, which scope is to be accorded the broadestinterpretation so as to encompass all such modifications and equivalentstructures as is permitted under the law.

1. A remote locking apparatus for use in securing an automotive vehiclebody to a vehicle body support, the vehicle support including at leasttwo pillars and is positionable at a process station along a progressiveassembly line, the locking apparatus comprising: a locking arm connectedto a vehicle support surface, the locking arm adapted to be accessibleand engagable by an actuator positioned at the build station; anelongate axle having a first and a second end, the first end connectedto the locking arm; an elbow connected to the axle second end; anelongate rod having a first and a second end, the rod connected to theelbow at the first end; and a body clamp connected to the second end ofthe rod wherein on movement of the locking arm, the body clamp isarticulated through a path of travel to engage a portion of the vehiclebody to secure the vehicle body to the vehicle body support.
 2. Thelocking apparatus of claim 1 further comprising a crank body connectedto the second end of the axle and having an axis or rotation, the crankbody further having a crank pin radially positioned from the axis ofrotation and connected to the elbow, wherein on rotation of the crankbody about the axis of rotation, the crank pin linearly moves the elbowand rod in a substantially vertical direction with respect to thevehicle support.
 3. The locking apparatus of claim 2 wherein the rod,elbow and at least a portion of the crankbody are positioned inside ahollow cavity defined by the vehicle support pillar.
 4. The lockingapparatus of claim 1 wherein the body clamp further comprises anarticulatable hook having a body portion defining at least one slot, theapparatus further having at least one cam pin positioned in the slot andadapated to be connected to the pillar, wherein on movement of theactuating arm the hook is articulated through a path of traveldetermined by the cam pin and slot to engage the vehicle body.
 5. Thelocking apparatus of claim 4 wherein the hook is substantiallypositioned inside of a cavity defined by a locating pin connected to thepillar and wherein the hook path of travel includes a first positionwherein the hook is raised and is positioned inside the locating pin anda second position wherein the hook is in a lower position and a portionof the hook extends outward from the locating pin.
 6. The lockingapparatus of claim 1 further comprising a compliance device connected tothe rod and the body clamp, the compliance device defining a compliancerange of the body clamp wherein a predetermined clamping force isapplied by the body clamp to the vehicle body throughout the compliancerange.
 7. The locking apparatus of claim 6 wherein the compliance deviceincludes a compression spring positioned between the rod and the bodyclamp.
 8. The locking apparatus of claim 6 wherein the compliance devicefurther comprises a base connected to the rod for supporting thecompression spring, the rod having a threaded second end and a nuttheadibly engaged thereon positioning the spring between the base andthe nut.
 9. A method for remotely locking a vehicle body to a movablevehicle body support located at a vehicle process station, the methodcomprising the steps of: aligning a powered actuator positioned remotelyat the build station with a locking arm connected to the vehicle bodysupport; engaging the remote actuator with the locking arm; moving thelocking arm connected to a body clamp positioned adjacent the vehiclebody; articulating the body clamp through a path of travel; and engagingthe body clamp with a portion of the vehicle body to lockingly securethe vehicle body to the vehicle body support.
 10. The method of claim 9wherein the step of articulating the body clamp through a path of travelfurther comprises the step of pivoting the body clamp about at least onecam pin in engagement with the body clamp and connected to a pillarmounted on the vehicle body support.
 11. The method of claim 9 whereinthe step of engaging the body clamp with a portion of the vehicle bodyfurther comprises the step of: engaging a biasing member connected tothe body clamp to apply a predetermined clamping pressure by the bodyclamp on the vehicle body through a range of compliance along the bodyclamp path of travel.
 12. The method of claim 11 wherein the step ofengaging a biasing member further comprises the step of compressing acoil spring positioned between the locking arm and the body clamp. 13.An apparatus for remotely locking a vehicle body to a movable vehiclebody support, the apparatus comprising: aligning a powered actuatorpositioned remotely at the build station with a locking arm connected tothe vehicle body support; means for engaging the remote actuator withthe locking arm; means for moving the locking arm connected to a bodyclamp positioned adjacent the vehicle body; means for articulating thebody clamp through a path of travel; and means for engaging the bodyclamp with a portion of the vehicle body to lockingly secure the vehiclebody to the vehicle body support.